Serpentine counter flow cold plate for a vehicle battery module

ABSTRACT

A battery module or battery pack is provided having a serpentine counter flow cold plate with improved dissipation of heat from individual battery cells, wherein the cold plate provides a more uniform temperature gradient across the cold plate to more evenly transfer heat from the battery cells to liquid coolant circulating through the cold plate. The cold plate selectively omits turbulator material upstream of turbulators to control and govern the coolant fed into and through the turbulators to provide a more uniform temperature gradient across the cooling surfaces.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority of U.S. Provisional Patent Application62/767,224, filed Nov. 14, 2018, the disclosure of which is incorporatedherein by reference in its entirety.

FIELD OF THE INVENTION

The invention relates to a vehicle battery module or battery pack havingmultiple battery cells, and more particularly to a cold plate forcooling the battery cells during operation.

BACKGROUND OF THE INVENTION

Electric vehicles are typically powered by at least one battery moduleor battery pack, which incorporates a plurality of battery cellsdisposed one adjacent to the other. During operation, the charge anddischarge of the battery cells can generate heat, Which in excess cannegatively affect battery performance and lifespan. As such, knownbattery modules may include cooling devices to transfer and dissipateheat from the battery cells to maintain a stable operating temperaturefor the batteries. Such cooling devices include various configurationsof heat exchangers, wherein one type of heat exchanger is a cold platethat is liquid-cooled and has a plate-like configuration that ispositioned adjacent to a plurality of batteries to draw heat therefrom.The liquid coolant, which preferably may be a 50/50 WEG coolant oranother suitable fluid that transfers heat, then circulates between thecold plate and a cooling system, such as the cooling system of avehicle. As the coolant circulates through the cold plate, the coolantdraws the heat from the battery module and dissipates the heat throughthe vehicle cooling system or other similar cooling system.

While cold plates generally function to remove heat from the batterymodules, it is an object of the invention to provide an improved coldplate which provides a more uniform removal of heat from each batterycell to avoid significant differences in temperature within theindividual batteries.

SUMMARY OF THE INVENTION

The invention relates to an inventive battery module or battery packhaving improved dissipation of heat from individual battery cells, andfurther relates, to an improved cold plate which provides a more uniformtemperature gradient across the entire top and bottom cooling surfacesof the cold plate to more evenly transfer heat from the battery cells toliquid coolant circulating through the cold plate. The improvedtemperature gradient provides a more uniform removal of heat from eachof the individual battery cells, which can provide improved batteryperformance and battery life as well as other advantages associatedtherewith.

The inventive cold plate generally has a plate-dike configuration whichis enlarged face-wise on opposite side surfaces of the cold plate. Theseside surfaces define cooling surfaces and may contact and support one ormore, and preferably a large plurality of battery cells disposed oneadjacent to the other on a respective cooling surface. In the preferredembodiment, a group of battery cells are coupled to each of the coolingsurfaces so that the cold plate functions to cool two groups of batterycells. The combination of the cold plate and one or more groups ofbattery cells typically are assembled together by suitable supportstructure or materials to thereby form an integrated battery module thatis usable in electric vehicles. It will be understood that the presentinvention is developed for use in an electric vehicle although theinventive concepts disclosed herein are usable in cold plates andbattery modules provided for other types of battery-powered electricalequipment.

In more detail, the cold plate incudes an open interior which issubdivided into an interior coolant channel extending between an inletand outlet to absorb heat from the cooling surfaces. The coolant channelis formed in a pattern defined by multiple channel sections that form aserpentine counter flow path through the cold plate, which providesimproved dissipation of heat from individual battery cells. In thisregard, the cold plate provides a more uniform temperature gradientacross the cold plate to more evenly transfer heat from the batterycells to liquid coolant circulating through the cold plate.

The cooling channel comprises a plurality of channel sections thatdefine the serpentine counter flow pattern preferably having four paths,i.e. the flow paths extending along four parallel channel sections. Asthe coolant flows along this tortuous path, the coolant receives heatfrom each or both of the cooling surfaces to draw and remove heat fromthe individual battery cells. In the preferred pattern, the coolestchannel section is at the inlet and is located adjacent and parallel tothe warmest channel section at the outlet, which allows the two adjacentand parallel coolant channels to exchange heat and provide a moreuniform temperature gradient.

In one aspect, portions of the cooling channel include turbulators orfins which increase heat transfer between the cooling surfaces and thecoolant. The turbulators increase heat transfer from the surfaces of thecold plate to the fluid by increasing the amount of surface area ofcoolant in contact with the highly thermally conductive aluminum andalso creating a more turbulent flow or tortuous path which breaks up theboundary layer. In order to reduce the temperature gradient across thesurfaces of the cold plate the cooling effect of the cold incomingcoolant is reduced. To reduce this cooling power, the turbulators areremoved from the first portion of the flow path which decreases heattransfer from the surface into the coolant. This causes the surfacesabove and below this turbulator-free area to be warmer than if it hadturbulator therein, which thereby decreases the difference in surfacetemperature compared to the immediately adjacent counterflow path sincethe adjacent counterflow path has coolant that is farther downstreamsuch that the coolant has absorbed more heat. To achieve a more uniformtemperature gradient, the inventive cold plate is also provided with animproved flow of coolant, particularly from the inlet prior to entryinto the first turbulator. Most preferably, the inlet opens into achannel section upstream of the turbulators, wherein this upstreamchannel section is free of turbulators which reduces the heat transfercoefficient in this area thereby reducing the temperature differentialbetween the warmest outlet area and the coolest inlet area. This alsoallows a less restricted flow rate of fluid and generates lessturbulence along this channel section in comparison to the flow throughthe turbulators. This allows for flow which may be faster and lessturbulent in an inlet area that is relatively cold. This arrangementfurther improves the temperature gradient over the cooling surfaces,wherein the cold plate selectively omits turbulator material in aportion of the coolant channel upstream of turbulators.

Other objects and purposes of the invention, and variations thereof,will be apparent upon reading the following specification and inspectingthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a battery module as taken from an upperright front corner illustrating first and second groups of battery cellscoupled to opposite cooling surfaces of a cold plate.

FIG. 2 is a perspective view of the battery module as taken from a lowerright front corner illustrating the first and second groups of batterycells coupled to opposite cooling surfaces of the cold plate.

FIG. 3 is a perspective view of the battery module as taken from anupper right rear corner illustrating the first and second groups ofbattery cells coupled to opposite cooling surfaces of the cold plate.

FIG. 4 is a bottom view of the cold plate.

FIG. 5 is a side perspective view of the cold plate.

FIG. 6 is a top cross-sectional view of the cold plate.

FIG. 7 is an enlarged fragmentary view of an inlet port for the coldplate.

FIG. 8 is a front cross-sectional view of the cold plate as taken alongline 8-8 of FIG. 4.

FIG. 9 is a side cross-sectional view of the cold plate as taken alongline 9-9 of FIG. 4.

FIG. 10 is a partial, enlarged perspective view of a section of aturbulator disposed within the cold plate.

FIG. 11 is a top cross-sectional view of a second embodiment of the coldplate of the present invention.

FIG. 12 is a bottom perspective view as viewed from the side of a thirdembodiment of the cold plate of the present invention.

FIG. 13 is a bottom cross-sectional view of the cold plate of FIG. 13which diagrammatically illustrates the location of the inlet and outletsin phantom outline.

Certain terminology will be used in the following description forconvenience and reference only, and will not be limiting. For example,the words “upwardly”, “downwardly”, “rightwardly” and “leftwardly” willrefer to directions in the drawings to which reference is made. Thewords “inwardly” and “outwardly” will refer to directions toward andaway from, respectively, the geometric center of the arrangement anddesignated parts thereof. Said terminology will include the wordsspecifically mentioned, derivatives thereof, and words of similarimport.

DETAILED DESCRIPTION

Referring to FIG. 1, an inventive battery module or battery pack 10 isshown with a configuration providing improved dissipation of heat fromindividual battery cells 12. The battery module 10 includes an improvedcold plate 14 which provides a more uniform temperature gradient acrossthe length and width of the cold plate 14 to more evenly transfer heatfrom the battery cells 12 to liquid coolant circulating through the coldplate 14. The improved temperature gradient provides a more uniformremoval of heat from each of the individual battery cells 12, which canprovide improved battery performance and battery life as well as otheradvantages associated therewith.

In more detail with reference to FIGS. 1-3, the inventive cold plate 14generally has a plate-like configuration which is enlarged face-wise onopposite side surfaces of the cold plate 14. These side surfaces definefirst and second cooling surfaces 15 and 16, which preferably aresubstantially planar and preferably are completely flat under cells 12and face in opposite directions away from each other. In the illustratedorientation, the first and second cooling surfaces 15 and 16 might bereferenced as upper and lower cooling faces although the battery module10 may be oriented in various orientations such that the terms upper andlower are not restricted to a particular vertical or horizontalorientation.

As best seen in FIGS. 4 and 5, the first and second cooling surfaces mayand preferably are formed to be substantially planar and to extendacross a substantial majority of the length and width of the of the coldplate 14. In the preferred configuration, the cold plate 14 is formedgenerally as a rectangle with a longer length than width although thelength and width may be made proximate to each other to resemble a moresquare shape. Additionally, the peripheral edges 17A, 17B, 17C and 17Dgenerally extend linearly in the lengthwise or widthwise directionsalthough the specific shape may be non-linear provided the cold plate 14performs pursuant to the disclosure herein. Further, the peripheral edge17D at one end of the cold plate 14 includes clearance notches therein,although the specific formation of such edge 17D may vary.

Referring again to FIGS. 1 and 2, the cold plate 14 is generally hollowand includes an inlet port 21 and an outlet port 22 near the edge 17D.The inlet port 21 and outlet port 22 are configured to connect to andform part of a cooling system such as a cooling system for a vehicle.The inlet port 21 and outlet port 22 serve as connectors whichinterconnect to other components of the cooling system and areconfigured to receive and discharge a coolant and preferably, a liquidcoolant into and out of the cold plate 14. In operation, the coolantcirculates between the cold plate 14 and other components of a coolingsystem, such as the cooling system of a vehicle. As the coolantcirculates through the cold plate 14, the coolant receives heatgenerated within the battery module 10 for subsequent dissipationthrough the vehicle cooling system or other similar cooling system. Asdescribed herein, the cold plate 14 is configured to provide moreuniform removal of heat to avoid significant differences in temperatureand reduce temperature gradients across the area of the cooling surfaces15 and 16.

Referring to FIGS. 1-3, each cooling surface 15 and/or 16 is configuredto couple to one or more battery cells 23 disposed on a respectivecooling surface 15 or 16. In the preferred embodiment, multiple batterycells 23 are coupled to each of the cooling surfaces 15 and 16 so thatthe cold plate 14 functions to cool first and second groups of batterycells 24 and 25. The assembly of the cold plate 14 and one or moregroups of battery cells 24 and/or 25 typically are assembled together bysuitable support structure or materials such as support panels 26 and 27to thereby form an integrated battery module 10 usable in various typesof electrical devices including electric vehicles. It will be understoodthat the present invention is developed for use in an electric vehiclealthough the inventive concepts disclosed herein are usable in othertypes of battery-powered electrical equipment.

Preferably, the cold plate 14 includes both the first group 24 ofbattery cells 23 coupled to the cooling surface 15 and the second group25 of battery cells 23 coupled to the opposite cooling surface 16. Assuch, the heat generated in each battery cell 23 is drawn toward thecold plate 14 which serves as a heat sink. A suitable thermal interfacematerial (TIM) may be used to join the battery cells 23 to the coolingsurfaces 15 and 16 and facilitate the transfer of heat from each batterycell 23 to the cold plate 14 during heat generation. As noted above, thecoolant then receives or draws this heat through the thickness of thecooling surfaces 15 and 16 for subsequent cooling by the cooling system.As described hereinafter, the cold plate 14 is configured to provideimproved cooling across the area of each cooling surface 15 and 16 tomore uniformly dissipate heat, reduce temperature gradients across thelength and width of the cooling surfaces 15 and 16 and thereby reducethe formation of hotspots within the groups 24 and 25 of battery cells23.

Generally referring to FIGS. 5 and 6, FIG. 5 is a side perspective viewof the cold plate 14 with interior structure shown in phantom outline toshow the flow paths through the cold plate 14, FIG. 6 is a topcross-sectional view of the cold plate 14 which shows the interiorstructure in more detail as will be described further below.

Turning next to FIGS. 7-8, the cold plate 14 may be formed of differentconstructions but preferably is formed by a lower or bottom housingplate 28, which is substantially planar or flat to form the secondcooling surface 16, and an upper or top housing plate 29, which isshaped such as by stamping to form the first cooling surface 15. Thelower housing plate 28 and upper housing plate 29 have respectiveperipheral edges 28A and 29A which abut together as best seen in FIG. 7and also seen in FIGS. 8 and 9. The peripheral edges 28A and 29A arefixed and sealed together such as by brazing or other fasteningprocesses wherein an interior chamber 30 is formed within the assembledlower and upper housing plates 28 and 29. As a result, the interiorchamber 30 is defined between the lower and upper housing plates 28 and29 and bounded or surrounded by the peripheral edges 28A and 29A.

While the interior chamber 30 generally conforms to substantially theentire area of the cold plate 14, the interior chamber 30 is subdividedinto a multi-path interior coolant channel 31 extending between theinlet port 21 and outlet port 22 to absorb heat from the coolingsurfaces 15 and 16. The coolant channel 31 is formed in a multi-pathpattern defined by multiple channel sections 32-38 that flow one intothe other to form a serpentine counter flow pattern through the interiorchamber 30 of the cold plate 14.

To form the channel sections 32-38 and generate turbulent flow withinportions of the coolant channel 31, inserts 39A and 39B comprisingtrapezoidal portion 39A and rectangular portion 39B are mounted withinthe interior chamber 30 to subdivide the interior chamber 30 into theindividual channel sections 32-38 of the coolant channel 31. Preferably,the inserts 39A and 39B are formed of a turbulator material so that theinserts 39A and 39B function as turbulator inserts or turbulators alongselect portions of the coolant channel 31. FIG. 10 illustrates a section40 of one form of a turbulator material configured with a patterncommonly referred to as a lanced offset fin. The inserts 39A and 39Bform an insert arrangement that may be formed by multiple structuralparts or even as a single piece.

In a lanced offset fin turbulator as seen in FIG. 10, the turbulatorsection 40 is comprised of hat-shaped fins 40A which include fin walls40B that define passages 40C that generally align longitudinally todefine a primary flow direction 41 in which fluid may most easily flowthrough the turbulator section 40. Preferably, the turbulator section 40is formed of a one-piece, flat metal sheet that is rolled through aforming machine that produces the lanced and offset fins 40A. As can beseen, the fins 40A are offset, which still permits flow in the primaryflow direction 41 but which also define side passages 40D that allowfluid to enter sidewardly into the flow passages 40C from a secondaryflow direction 42, The secondary flow direction 42 is impeded to agreater degree than the primary flow direction 41 but fluid is stillable to enter the fins 40A from the secondary flow direction 42 and thenredirect to the primary flow direction 41. This feature facilitates flowthrough the insert 39A as described in more detail herein.

Referring to FIGS. 5 and 6, the interior chamber 30 is subdivided bychannel walls 45, 46 and 47 to define the passage sections 32, 33 and34. The first channel wall 45 begins at a stamped inlet wall section 48formed by the housing plate 29. The inlet wall section 48 forms a shortinlet channel 48A that is fed by coolant received from the inlet port 21and supplies the coolant to the first passage section 32.

The first channel wall 45 extends almost the length of the interiorchamber 30 and joins with the second channel wall 46 to form a rightangle turn so that the first channel section 32 feeds coolant downstreamto the second channel section 33. In turn, the third channel wall 47extends along most of but not all of the length of the cold plate 30 toform the third channel section 34, which opens downstream into thefourth channel section 35 which in turn acts as a manifold to feed thefifth channel section 36. As such, the first and third channel sections32 and 34 extend along opposite side edges of the cold plate 14 and areoriented parallel to each other.

To form the fifth and sixth channel sections 36 and 37, a centralchannel wall 49 extends back toward the end edge 17B along a partiallength of the cold plate 14 so that a turbulator area is formed whereinthe fifth channel section 36 flows downstream into the sixth channelsection 37. In turn, the sixth channel section 37 flows into the seventhchannel section 38, which extends back along the central channel wall 49and ends at the outlet port 22 so that coolant can be discharged fromthe cold plate 14 and returned to the cooling system for cooling andrecirculation back to the inlet port 21.

As seen in FIGS. 5 and 6, an outlet reservoir 51 is formed adjacent theoutlet port 22 to receive heated coolant from the seventh channelsection 38 and funnel the coolant to the outlet port 22. Notably, thefirst through seventh channel sections 32-38 define a serpentine counterflow pattern having multiple path sections, i.e. the flow paths alongthe channel sections, 32, 33, 34, 35, 36, 37 and 38. As the coolantflows along this tortuous path, the coolant receives heat from each orboth of the cooling surfaces 15 and 16 to draw and remove heat from theindividual battery cells 23. In this pattern, the coolest channelsection 32 at the inlet port 21 is adjacent and parallel to the warmestchannel section 38 at the outlet port 22 which provides a more uniformtemperature gradient in this region of the cold plate 14. The heattransfer between the inlet channel section 32 and the outlet channelsection 38 is minimal. However, a more uniform temperature gradientresults from the placement of the turbulators defined by inserts 39A and39B. In accord with the following discussion, not having turbulators inchannel sections 32, 33, 34, and 35 decreases the heat transferefficiency to make sure the battery cells 12 in contact with thisportion of the cold plate are not “too cold”. The turbulators in laterchannel sections 36, 37, 38 improve the heat transfer efficiency inthese regions and allow for the battery cells 12 in contact with thesechannel sections 36, 37 and 38 to be cooled to a similar temperature asthe battery cells 12 that are in contact with channel sections 32, 33,34, and 35. Further, the interior region of the cold plate 14 is of asimilar temperature gradient since the channel sections 36, 37, and 38having captured more heat than the inlet channel sections 32, 33, 34,and 35. Notably, the channel sections 36, 37, 38 do not all necessarilycapture more heat than inlet channel sections 32, 33, 34, 35. Rather,the placement of the turbulator material defined by the inserts 39A and39B is the reason for the uniform temperature gradient. Technically, thetemperature gradient at the inlet area will be relatively higher and thetemperature gradient at the outlet area will be slightly lower due tothe temperature of the cool at the inlet port 21 being the coldest andthe temperature at the outlet port 22 being hottest.

The amount of heat transfer from the cooling surfaces 15 and 16 to thecoolant is also affected by the rate and turbulence of flow through thetotality of the coolant channel 31. In this regard, three sections ofturbulator material (see FIG. 10) are provided in the channel sections36, 37 and 38, wherein these sections comprise a first turbulator 53 inthe fifth channel section 36, a second turbulator 54 in the sixthchannel section 37, and a third turbulator 55 in the seventh channelsection 38 which are aligned end to end in fluid communication with eachother. These turbulators 53, 54 and 55 preferably are formed of thelanced fin turbulator pattern of FIG. 10 wherein the primary flowdirections 41 are oriented at right angles in a U-shaped flow pattern.

To facilitate fluid flow, the second turbulator 54 located in the sixthchannel section 37 is cut into a trapezoid shape so as to have angledend edges 57 with a side edge 58 extending therebetween. In this manner,the fluid flow in the primary flow direction 41 in the upstreamturbulator 53 can flow most easily into the angled end edges 57 andredirect to the primary flow direction 41 of the trapezoid-shapedturbulator 54 as indicated by reference arrow 60. Since the trapezoidturbulator 54 also accepts flow from the secondary flow direction 42,additional flow is received through side edge 58 of the trapezoidturbulator 54 as indicated by reference arrow 61 which redirects to theprimary flow direction 41. Notably, the secondary flow direction 42 hasmore flow resistance, i.e. it is more difficult for coolant to flow intothe trapezoidal region 37 from the straight side edge 58 thereof ratherthan flowing in through the angled end edge 57, which encourages coolantto flow along the primary flow direction 41 and prevents heat spots thatoccur from having starved areas along the cold plate/flow paths.

The trapezoid turbulator 54 discharges in a similar manner wherein theflow in the primary flow direction 41 turns as indicated by arrow 62 tothen flow through the outlet turbulator 55 along the primary flowdirection 41 thereof. Also, coolant flow exits the trapezoid turbulator54 through the side edge 58 in the second flow direction 42 and followsthe flow path indicated by arrow 63. The net effect of the threeturbulators 53, 54 and 55 is to create turbulent flow and a resistanceto flow that facilitates heat transfer into the coolant.

To improve the heat transfer into the coolant, the inventive cold plate14 is also provided with an improved flow of coolant, particularly fromthe inlet port 21 until entry into the first turbulator 53. In thisregard, the inlet port 21 is preferably provided with less resistance tofluid flow in comparison to the resistance to flow created by theturbulators 53, 54, and 55. Most preferably, the inlet port 21 opensinto the first channel section 32, wherein the first channel section 32is unrestricted and allows a free flow of fluid along the channelsection 32. The walls of the channel section 32 are relatively smooth soas to facilitate flow therethrough. The inlet has the coldest incomingfluid. Since there is no turbulator in the inlet section, the cold fluidis “less effective”, wherein it is preferred that the cold plate 14 isnot as cold in this inlet section as it would be if a turbulator waspresent to allow for a more uniform temperature differential. Theabsence of a turbulator or turbulator material increases the thermalresistance in these regions. This arrangement decreases thermalefficiency at the inlet port 21 and in those channels 32-35 without aturbulator and increases thermal efficiency in subsequent channels 36-38with turbulators. This decreased thermal efficiency is accomplished byomitting the turbulator or fin material at the inlet port 21, andpreferably along the length of the inlet channel section 32. Further,the turbulator or fin material may also be omitted from the subsequentdownstream channel sections 33, 34 and even 35 to facilitate laminarfluid flow to remove heat transfer at a relatively lower rate to avoidtoo much cooling from inlet coolant such that the temperature gradientbetween the coolant and the battery cells 12 is relatively constant.

By selectively omitting turbulator material upstream of the turbulators53, 54 and 55, coolant flow is controlled and affected to therebyimprove the temperature gradient across the length and width of the coldplate 14. Overall, the face-wise temperature gradient over the coolingsurfaces 15 and 16 is reduced to provide more uniform temperaturetransfer away from the battery cells 23. Upon omitting the turbulatormaterial from the upstream channel sections 32, 33, 34 and 35 fed by theinlet port 21, these channel sections 32, 33, 34 and 35 are preferablymade narrower to prevent bulging of channel sections 32, 33, 34, 35under pressure. By this configuration, the cold plate 14 provides animproved performance with a more uniform temperature gradient across thecooling surfaces 15 and 16. Additionally, this configuration avoids anexcessive pressure drop between the inlet port 21 and outlet port 22.

As to the configuration of the channel walls 45, 46, 47 and 48, thesewalls may be formed into the inserts 39A and 39B wherein the turbulators53, 54 and 55 form these channel walls 45, 46, 47 and 48.

In an alternative embodiment as seen in FIG. 11, the above-describedconstruction may be modified to form a second embodiment of a cold plate70 which is reconfigured to rearrange the pattern of the paths of acoolant channel 71. In view of the detailed discussion above, furtherdiscussion of the specific features of the cold plate 70 is notrequired. As diagrammatically shown, the cold plate 70 includes an inletport 72 and outlet port 73.

Here again, a multi-path interior coolant channel 71 is providedextending between the inlet port 72 and outlet port 73 to absorb heatfrom the cooling surfaces, which are formed the same as cooling surfaces15 and 16, The coolant channel 71 is formed in a multi-path patterndefined by multiple channel sections 74-79 that flow one into the otherto form a second variation of a serpentine counter flow pattern throughthe interior chamber 80 of the cold plate 70.

To form the channel sections 74-79 and generate turbulent flow withinportions of the coolant channel 71, the interior chamber 80 issubdivided by channel walls 81-84 to define the channel sections 74-79.The first channel wall 81 extends centrally to divide the channelsections 74 and 75, which are fed by coolant received from the inlet 72and supplies the coolant to the first channel section 74, which in turnfeeds the coolant section 75, which then feeds the channel sections 77,78 and 79 in succession. In turn, the channel section 79 extends backalong the channel wall 84 and ends at the outlet 73 so that coolant canbe discharged from the cold plate 70 and returned to the cooling systemfor cooling and recirculation back to the inlet 72.

The first through fifth channel sections 74-79 define another variationof a serpentine counter flow pattern having four paths, i.e. the flowpaths along the channel sections, 74, 75, 77 and 79. As the coolantflows along this tortuous path, the coolant receives heat from each orboth of the cooling surfaces 15 and 16 to draw and remove heat from theindividual battery cells 23. In this pattern, the coolest channelsection 74 at the inlet 72 is adjacent to the warmest channel section 79at the outlet 73 which provides a more uniform temperature gradient inthis region of the cold plate 70. The heat transfer between the inletchannel section 74 and the outlet channel section 79 is very minimal.However, a more uniform temperature gradient results from the placementof the turbulators as described herein.

The amount of heat transfer from the cooling surfaces 15 and 16 to thecoolant is also affected by the rate and turbulence of flow through thetotality of the coolant channel 71. In this regard, three sections 86,87 and 88 of turbulator material (see FIG. 10) are provided in thechannel sections 77, 78 and 79. These turbulators preferably are formedof the lanced offset fin turbulator pattern of FIG. 10.

To facilitate fluid flow, the second turbulator 87 located in an openend area is cut into a trapezoid shape so as to have angled end edges90. In this manner, the fluid flow in the primary flow direction in theupstream turbulator 86 can flow most easily into the angled end edges90. The trapezoid turbulator 87 discharges in a similar manner whereinthe flow in the primary flow direction turns to then flow through theoutlet turbulator 88.

Here again, to improve the heat transfer into the coolant, thisinventive cold plate 70 is also provided with an improved flow ofcoolant, particularly from the inlet 72 until entry into the firstturbulator 86. In this regard, the inlet 72 opens into the first channelsection 74, wherein the first channel section 74 is unrestricted andallows a free flow of fluid along the channel section 74. The walls ofthe channel section 74 are relatively smooth so as to facilitate flowtherethrough. This allows for a faster and less turbulent flow whichcreates an inlet area that is relatively cold. This is accomplished byomitting the turbulator or fin material at the inlet 72, and preferablyalong the length of the inlet channel section 74. Further, theturbulator or fin material may also be omitted from the subsequentdownstream channel sections 75 and 76 to facilitate fluid flow to theturbulators.

By selectively omitting turbulator material upstream of the turbulators86-88, heat transfer is reduced and affected to thereby improve thetemperature gradient across the length and width of the cold plate 70.Overall, the face-wise temperature gradient over the cooling surfaces isreduced to provide more uniform temperature transfer away from thebattery cells 23. Upon omitting the turbulator material from theupstream channel sections 74-75 fed by the inlet 72, these channelsections 74-75 are preferably made narrower to prevent bulging underpressure, which turbulators are configured wider to accommodate theinlet flow of coolant. By this configuration, the cold plate 70 providesan improved performance with a more uniform temperature gradient acrossthe cooling surfaces.

Next, FIG. 12 is a bottom perspective view as viewed from the side of athird embodiment of the cold plate 100 of the present invention, whereinFIG. 13 is a bottom cross-sectional view of the cold plate 100 whichdiagrammatically illustrates the location of the inlet and outlets inphantom outline. In view of the detailed discussion above, furtherdiscussion of the specific features of the cold plate 100 is notrequired.

Generally, the cold plate 100 includes an inlet 102 and outlet 103. Inthis configuration of the cold plate 100, the cold plate 100 includesthe same arrangement as described above relative to cold plate 14. Hereagain, a multi-path interior coolant channel 104 is provided extendingbetween the inlet 102 and 103 to absorb heat from the cooling surfacesformed the same as cooling surfaces 15 and 16. The coolant channel 104is formed in a multi-path pattern defined by multiple channel sections105-111 that flow one into the other to form the same serpentine counterflow pattern present in cold plate 14. In this embodiment, the firstchannel wall 112 begins at a stamped inlet wall section 113 formed by ahousing plate similar to the housing plate 29. The inlet wall section113 forms a short inlet channel 114 that is fed by coolant received fromthe inlet 102 and supplies the coolant to the first passage section 105.In this embodiment, the short inlet channel 114 is longer than thatdescribed above and curves a farther distance toward the outlet 103.This reduces the size of the reservoir 115 at the outlet in comparisonto the reservoir described above which funnels coolant flow to theoutlet port 22.

Although particular preferred embodiments of the invention have beendisclosed in detail for illustrative purposes, it will be recognizedthat variations or modifications of the disclosed apparatus, includingthe rearrangement of parts, lie within the scope of the presentinvention.

1-12. (canceled)
 13. A cold plate for a battery module, comprising: acoolant channel comprising an upstream channel section and a downstreamchannel section; an inlet port in fluid communication with the upstreamchannel section; an outlet port in fluid communication with thedownstream channel section; and a turbulator disposed in the downstreamchannel section of the coolant channel.
 14. The cold plate of claim 13,wherein: coolant is configured to flow from the upstream channel sectionto the downstream channel section; the coolant absorbs heat from thecoolant surface while flowing through the coolant channel; and theturbulator increases heat transfer of the downstream section.
 15. Thecold plate of claim 14, wherein: the absorption of heat causes atemperature gradient across the cold plate; and an unrestricted and freeflow of the coolant in the upstream channel section and the turbulatordisposed in the downstream channel section reduce the temperaturegradient of the cold plate.
 16. The cold plate of claim 13, wherein theupstream channel section is free of a turbulator, allowing anunrestricted and free flow of a coolant.
 17. The cold plate of claim 13,wherein the upstream channel section is narrower than the downstreamchannel section that comprises the turbulator.
 18. The cold plate ofclaim 13, wherein the coolant channel comprises successive first,second, third, and fourth channel section arranged to form a serpentinecounter flow pattern, wherein the first channel section comprises theupstream channel section and the fourth channel section comprises thedownstream channel section.
 19. The cold plate of claim 18, wherein thefirst and fourth channel sections are in parallel adjacent relation. 20.The cold plate of claim 13, further comprising: a first cooling surfaceon a first side of the coolant channel; and a second cooling surface onan opposite second side of the coolant channel from the first coolingsurface, wherein: the first cooling surface is coupled to a first groupof battery cells, and the second cooling surface is coupled to a secondgroup of battery cells.
 21. A battery module, comprising: a plurality ofbattery cells; and a cold plate comprising: a coolant channel comprisingan upstream channel section and a downstream channel section; a topplate disposed on a side of the coolant channel, wherein the pluralityof battery cells are coupled to the top plate above the upstream anddownstream channel sections; an inlet port in fluid communication withthe upstream channel section; an outlet port in fluid communication withthe downstream channel section; and a turbulator disposed in thedownstream channel section of the coolant channel.
 22. The batterymodule of claim 21, further comprising a thermal interface material thatcouples the plurality of battery cells to the top plate.
 23. The batterymodule of claim 21, wherein: coolant is configured to flow from theupstream channel section to the downstream channel section; the coolantabsorbs heat generated from the plurality of battery cells while flowingthrough the coolant channel; and the turbulator increases heat transferof the downstream channel section.
 24. The battery module of claim 23,wherein: the absorption of heat causes a temperature gradient across thetop plate; and an unrestricted and free flow of the coolant in theupstream channel section and the turbulator disposed in the downstreamchannel section reduce the temperature gradient of the cold plate. 25.The battery module of claim 21, wherein the upstream channel section isnarrower than the downstream channel section that comprises theturbulator.
 26. The battery module of claim 21, wherein the coolantchannel comprises successive first, second, third, and fourth channelsection arranged to form a serpentine counter flow pattern, wherein thefirst channel section comprises the upstream channel section and thefourth channel section comprises the downstream channel section.
 27. Thebattery module of claim 26, wherein the first and fourth channelsections are in parallel adjacent relation.
 28. The battery module ofclaim 21, wherein the cold plate further comprises: a bottom platedisposed on an opposite side of the coolant channel, wherein: theplurality of battery cells comprises a first plurality of battery; andthe bottom plate is coupled to a second plurality of battery cells. 29.A battery module comprising: a first group of battery cells arranged inan array; a second group of battery cells arranged in an array; and acold plate configured to remove heat from the first group of batterycells and from the second group of battery cells, wherein the cold plateis arranged between the first group of battery cells and the secondgroup of battery cells, and wherein the cold plate comprises: a topcooling surface coupled to the first group of battery cells; a bottomcooling surface coupled to the second group of battery cells; a coolantchannel comprising an upstream channel section and a downstream channelsection; an inlet port in fluid communication with the upstream channelsection; an outlet port in fluid communication with the downstreamchannel section; and a turbulator disposed in the downstream channelsection of the coolant channel.
 30. The battery module of claim 29,wherein: coolant is configured to flow from the upstream channel sectionto the downstream channel section; the coolant absorbs heat from thefirst and second groups of battery cells while flowing through thecoolant channel; and the turbulator increases heat transfer of thedownstream channel section.
 31. The battery module of claim 30, wherein:the absorption of heat causes a temperature gradient across the coolingsurface; and an unrestricted and free flow of the coolant in theupstream channel section and the turbulator disposed in the downstreamchannel section reduce the temperature gradient of the cold plate. 32.The battery module of claim 30, wherein the upstream channel section isfree of a turbulator.